Motor control system



D- 21, 1948- I L. e. RILEY 2,456,892

MOTOR CONTROL SYSTEM Filed Oct. 29, 1943 s Sheets-Sheet 1 I INVENTOR Z ynn QE/ey Y I 4 ATTOR WITNESSES:

Dec 21, 1948. 1.. G. RILEY MOTOR CONTROL SYSTEM Filed Oct. 29, 1943 3 Shee'ts-Sheet 2 Fir Brayrg [ya/km 00/ INVENTOR Lyn/7 6. Ei/ey,

WITNESSES: 22

TI'ORNE Patented Dec. 21, 1948 2,456,892 oron CONTROL ,srsrE Lynn G. Riley,

Pittsburgh, Pa., assignor to Westinghouse Electric Corporation,

East Pittsburgh,

Pa a corporation of Pennsylvania Application October-.29, 1943, Serial No. 508,265

4 Claims. -(Cl. 318259) My invention relates, generally, to control systems.and,'more particularly, to systems for cont'rcllingtlie operation or" the propelling motors ol 'elet'ztric'vehicles, such as trolley coaches and th llk e. I

bject of my invention, generally stated, is'to provide a'control system which shall be simple se efficient in operation and which may be economically manufactured and installed. ""Kniore specific object of my inventionis'to deprises a traction motor TM having an armacra'se the'mounting space andthe amount of equipment required for controlling the operation at an electrically propelled vehicle.

Another "object of my invention is to increase the reliability of'the "control apparatus for an electrically propelled vehicle. 1

' 'A further object of my invention is to provide for thesemiautomatic operation of a motor controller by the combined forces of a foot pedal and a fluid-pressure operated device.

' Still another object of my invention is to provide a simplified and improved system forcontrolling the application of power and dynamic braking to, and the reversing of, a traction motor. Other objects of my invention will be explained fullyhereinafter or will be apparent to those skilled in the art.

accordance with one embodiment of my inven'tion,b0th the acceleration and the dynamic braking of a traction motor are primarily controlled by a groupof resistor-shunting switches which are operated-by the combined forces of a foot pedal and a booster air cylinder The operation of the switch group is controlled by the pedal .atall timesbut the pedal supplies only a smallpart of the operating force. The pres sure in'the air cylinder is controlled by a regulating valve in direct proportion to the pedal movement.

Fora fuller understanding of the nature and objects of my invention, reference may be had to the following detailed description, taken in conjunction with the accompanying drawing, in which:

Figures 1 and 1A, when combined, constitute adiagrammatic view of a control system embodying the principal features of my invention;

Fig.2 is a chart showing the sequence of operation of part of the apparatus illustrated in Figs. 1 andlA; and

Figs. 3' to -6, inclusive, are simplified circuit l diagrams showing various stages in theoper-ating sequence. I

,Referring to the drawings, and particularly to Figs. .1 .andlA, the system shown therein comin the art.

tu're winding Ill-and a series field winding II; a line switchLS forconnecting the motor TM to a power conductor I2 which may be energized from a trolley conductor I3 through a current collecting device I4; a, plurality of reversing switches FI, F2, RI, and R2 for controlling the direction of operation of the motor TM and also connecting the motor to a power conductor I5 which is connected to a trolley conductor I6 through a current collecting device H; a switch B which cooperates with certain of the reversing switches to establish dynamic braking connections for the motor TM, and a switch E which connects the field winding I I of the motor TM to the power conductor I2, thereby exciting the motor field during dynamic braking. A resistor I8 is connected in the excitation circuit for the field winding II and a resistor I9 is connected in both the field excitation circuit and the dynamic braking circuit for the motor TM. I The motor current is controlled, both during acceleration and dynamic braking, by a resistor R which is shunted from the motor circuit stepby-step by a controller C which is provided with a plurality of contact members I to 8, inclusive, for shunting the resistor R. The controller C is also provided with contact members SI and S2 for shunting the field winding II through a re sistor 2i and a reactor 22 in a manner well known The controller C is actuated in one direction by a shaft 23 and is returned to the ggsition shown in the drawing by a spiral spring As shown in Fig. 1A, the controller shaft 23 is driven by a pinion 25 which, in turn, is driven by a gear sector 26. The sector 26 is rotatably mounted on a shaft 21 to which is secured an arm 28having a projection 29 thereon for engaging an adjustable screw 3| on the gear sector 26 when the arm 28 is moved through a predetermined distance. The arm 231s actuated by a rod 32 which may be moved in one direction by either an accelerating pedal AP or a braking pedal B P. When pressure on the pedals is released, the rod32 is returned to the position shown in the drawing by a spring 33 and the pedals AP and BP are returned to their normal positions by springs 34 and 35, respectively. The pedal BP may also be connected to the air brake equipment for the vehicle by means of a rod 36.

In order to assistin the operation of the controller C, a fluid-pressure operated piston 31 is disposed in a cylinder PC and connected to the pinion .25 by means of a rack 38. The pressure in the cylinder PC is controlled by a regulating valve RV which may be adjusted by a cam 39 secured to the arm 28. The cam 39 actuates a pivotally mounted. follower 4l which, in turn, adjusts the pressure maintained in the cylinder PC by the regulating valve RV. Thus the pressure maintained in the cylinder PC is in direct proportion to the movement of either the accelerating pedal AP or the braking pedal BP.

In view of the lost motion connection between the arm 28 and the gear sector 26, it will be seen that the regulating valve RV is adjusted to establish a predetermined pressure in the cylinder PC prior to the movement of the gear sector 26 to operate the controller C. Thus the major portion of the energy required for operating the controller C is supplied by the piston 37, and the manually operated pedals are normally utilized for controlling the movement of the controller.

An electrically operated check valve CK is provided in the supply line for the regulating valve RV. The operation of the check valve CK is controlled by a limit relay LR, the actuating coil of which is connected in the traction motor circuit and is, therefore, responsive to the motor current during both acceleration and dynamic braking. The actuating coil of the relay LR, is divided into two sections, only one of whichis utilized during acceleration and both of which are utilized during dynamic braking, thereby changing the calibration of the relay LR during braking. Thus if the motor current exceeds a predetermined amount the supply of pressure fluid to the cylinder PC is cut off by the check valve CK and the controller C can then be operated only by the manual pedals. This arrangement provides a means for temporarily increasing the load on the motor TM during emergency conditions. i

As described in the copending application of W. M. Hutchison, Serial No. 508,264. filed October 29, 1943, in order to permit the controller C to be returned rapidly to the oil positionwhen the manually operated pedals are released, an electrically operated dump valve DP is provided in the fluid line between the regulating valve RV and the cylinder PC. The operation of the dump valve DP is so controlled by interlocking means provided on the switches LS and B that the valve is opened to permit the rapid exhaustion of the pressure fluid from the cylinder PC when these switches are opened at-the end of the accelerating or the braking cycles.

A manually operable controller MC is provided for controlling the operation of the reversing switches and for controlling the supply of control current to a controller drum AC which is actuated by the accelerating pedal AP and a controller drum BC which is actuated by the braking pedal BP. The controllers AC and BC are utilized to control the operation of the control apparatus during accelerating and braking, respectively. They are interlocked to prevent improper operation of the equipment in the event that both the accelerating and the braking pedals are depressed simultaneously.

,In order that the functioning of the foregoing apparatus may be more clearly understood, the operation of the system will now be described in more detail. Assuming that it is desired to accelerate the vehicle in a forward direction, the controller MC is actuated to the forward positlon and the pedal AP is depressed, thereby moving the arm 28 to adjust the setting of the regulating valve RV and also to operate the gear sec- 4 tor 26 to drive the pinion in cooperation with the fluid-actuated piston 31 in the cylinder PC.

When the pedal AP is depressed, the controller AC is actuated to establish an energizing circuit for the actuating coil of the switch LS which may be traced from positive at the controller MC through conductor 42, a contact segment 43 on the controller AC, conductor 44, a contact segment 45 on the controller BC, conductor 46, an interlock 41 on the switch B, conductor 48, the actuating coil of the switch LS, conductor 49 and a contact segment 5| on the controller C to nega tive, A holding circuit for the switch LS is established through an interlock 52 upon the closing of the switch.

At this time the reversing switches Fl and F2 are also closed. The energizing circuit for the switch Fl extends from the controller MC through conductor 53, a contact segment 54 on. the controller AC, conductor 55, a contact segment 56 on the controller BC, conductori'l, an interlock 58 on the switch Rl, conductor 53 and the actuating coil of the switch Fl to negative. The energizing circuit for the switch F2 extends from theconductor 53 through a contact segment Bl on the controller AC, conductor 62, an interlock 63 on the switch R2 and the actuating coil of the switch F2 to negative. At this time the actuating coil for the dump valve DP is also energized through a circuit which extends from the conductor 82 through an interlock B4 on the switch F2, conductor 65, the actuating coil of the valve DP, conductor 66, and an interlock 61 on the switch LS to negative.

The closing of the switches LS, Fl, and F2 connects the traction motor TM across the power conductors l2 and I5 in series-circuit relation with the resistor R. As explained hereinbefore. the operation of the pedal AP results in the advancement of the controller C, thereby shunting the resistor R from the motor circuit step-bystep to accelerate the motor TM. The acceleration rate depends upon the distance to which I the pedal AP is advanced, thereby adjusting the regulating valve RV. The maximum rate is determined by the setting of the limit relay LR. which, as explained hereinbefore, controls the operation or the check valve CK to interrupt the flow of air, or other pressure fluid, to the booster cylinder PC. When the check valve CK is closed the controller C can be advanced only by excessive pedal pressure.

M indicated in the sequence chart shown in Fig. 2 and the schematic diagrams shown in Figs. 3, 4, and 5, the resistor R is shunted from the motor circuit by the advancement of the controller C through the various operating positions. The field shunting contact members SI and 82 are closed at the end of the accelerating cycle to increase the motor speed still further in a manner well known in the art.

Any desired intermediate speed can be selected by holding the accelerating pedal AP at a position'corresponding to the desired speed. The regulating valve RV will function to so control the pressure in the cylinder PC that the con troller C is not actuated beyond the positioncorresponding to that of the pedal AP.

If it is desired to decelerate the vehicle. the pedal AP is released and the pedal BP depressed. 'As explained hereinbefore, when the pedal AP is released the controller AC is returned to the position shown in the drawings, and the switches LS, FI, and F2 are opened to disconnect the motor from the power circuit. Furthermore, the

openingibf the switch LS deene'rgizes the ac tuatrug" coil Iorlthc .dump-valveeDP; thereby permitting'. the c'ont'rolleinC-to bereturn'ed to its initial position byrthespringll; l 1 I The operation vof .thebitake'. pedal BPactuates the 32 and .the .arm 18 in lthetmanner hereinbefore describedto adjustetheregulating valve RV. The .pedal BPalsooperatesZ the controller drum BC to close.the,switchesrB;E, F2 andRilto establish a dynamic braking circuit for the motor TM.

The energizing circuit for the switch B may be traced from controller MC, through conductor 42, a contact segment 58 on the controller BC, a conductor 69, an interlock H on the switch LS, conductor 12, the actuating coil of the switch B, conductor 13, and a contact segment 14 on the controller C to negative. A holding circuit for the switch B is established through an interlock upon the closing of the switch B.

The energizing circuit for the switch E extends from the conductor 12, through the actuating coil of the switch E, conductor I6, and the contact segment 5| on the controller C to negative. The energizing circuit for the switch F2 extends from the conductor 53 through a contact segment H on the controller BC, conductor 62, the interlock -63 on the switch R2 and the actuating coil of the switch F2 to negative. The energizing circuit for the switch RI extends from the conductor 53 through a contact segment 18 on the controller BC, conductor 19, an interlock 8! on the switch Fl and the actuating coil of the switch Rl to negative.

As shown in Figs. 1 and 6, the closing of the switches B and RI establishes a dynamic braking circuit for the motor TM through the resistors R and Hi. This dynamic braking circuit includes the series field winding H and both sections of the actuating coil of the limit relay LR. The field winding II is also connected across the power conductors i2 and I5 by the closing of the switches E and F2, thereby separately exciting the field winding II and ensuring a prompt building up of the dynamic braking efiect. The resistors l8 and iii are included in the excitation circuit for the field winding I I.

The controller C is advanced by the fiuidpressure device PC under the control of the braking pedal BP in a manner similar to the operation under the control of the accelerating pedal AP. As the controller C is advanced, the resistor R is shunted from the motor circuit stepby-step in the same manner as during acceleration. The maximum rate of braking is determined by the limit relay LR which controls the operation of the check valve CK in the manner hereinbefore described. The braking pedal BP may be released at the end of the braking cycle and the controller C then returned to its initial position to begin an accelerating cycle.

From the foregoing description it is apparent that I have provided a semiautomatic control system which is suitable for controlling the operation of electrically propelled vehicles, and which reduces the physical effort required of the operator in controlling the vehicle. Furthermore, the apparatus required for controlling the vehicle is reduced by combining the function of certain of the switches during the reversing and braking operations in the manner described. The equipment required is of a type previously utilized on vehicles having air brake equipment and which has proven to be reliable in operation.

Since numerous changes may be made in the 6. above described construction and,different embodiments of the invention may be made without departing from the spirit and scope"thereof, it is intended that all matter contained in the fore-' going description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

"Iclaim as'my invention:

11.1Inamotorcontrol system, in combination, switching means for connecting the motor to a power conductor to accelerate the vehicle, reversing switches for controlling the direction of operation of the motor, additional switching means cooperating with said reversing switches to establish dynamic braking connections for the motor, a controller for controlling the motor current during both acceleration and dynamic braking, and relay means responsive to the motor current for controlling the operation of said controller, the operating characteristics of said relay means being changed by the operation of said reversing switches.

2. In a motor control system, in combination, switching means for connecting the motor to a power conductor to accelerate the vehicle, a plurality of independently operable reversing switches for controlling the direction of operation of the motor, additional switching means cooperating with part of said reversing switches to establish dynamic braking connections for the motor, a controller for controlling the motor current during both acceleration and dynamic braking, and a relay responsive to the motor current for controlling the operation of said controller, the operating characteristics of said relay being changed by the establishing of said dynamic braking connections.

3. In a motor control system, in combination, switching means for connecting the motor to a power conductor to accelerate the vehicle, reversing switches for controlling the direction of operation of the motor, additional switching means cooperating with said reversing switches to establish dynamic braking connections for the motor, control means for controlling the motor current during both acceleration and dynamic braking, a relay responsive to the motor current for controlling the operation of said control means, and means on said relay for changing its operating characteristics when the dynamic braking connections are established.

4. In a motor control system, in combination, switching means for connecting the motor to a power conductor to accelerate the vehicle, reversing switches for controlling the direction of operation of the motor, a manually operable controller for controlling the operation of said reversing switches during acceleration of the vehicle, additional switching means cooperating with said reversing switches to establish dynamic braking connections for the motor, a braking controller for controlling the operation of said additional switching means and said reversing switches during dynamic braking of the vehicle, control means for controlling the motor current during both acceleration and dynamic braking, a relay responsive to the motor current for controlling the operation of said control means, and means on said relay for changing its operating characteristics when the dynamic braking connections are established.

LYNN G. RILEY.

(References on following page) The following references are of record in the REFERENCES CITED file of this patent:

UNITED STATES PATENTS Number Name Date Napier May 16, 1905 Case July 18, 1905 Number Wunsche July 4, 1939 

